Condenser for use in vehicle

ABSTRACT

A condenser for use in a vehicle (A 1 ) comprises, in an integrated manner, a condensation part ( 4 ), which cools a coolant that is discharged, at a high temperature and a high pressure, to the condensation part ( 4 ) from a compressor ( 1 ) of a refrigeration cycle, by radiating heat from the coolant by way of a heat exchange between the coolant and the external atmosphere, a reservoir tank ( 5 ) that stores the coolant that has been liquefied by the condensation part ( 4 ), and a supercooling part ( 6 ), which cools the liquid coolant that is discharged to the supercooling part ( 6 ) from the reservoir tank ( 5 ) at high pressure. The supercooling part ( 6 ) is configured to cool the liquid coolant that is discharged to the supercooling part ( 6 ) from the reservoir tank ( 5 ) at a high pressure by way of a heat exchange, which does not employ a radiator fin, between the high pressure liquid coolant and a low pressure coolant that is discharged from an evaporator ( 3 ) of the refrigeration cycle.

CROSS-REFERENCE TO THE RELATED APPLICATION

This application is based on and claims the priority benefit of JapanesePatent Application No. 2008-003873, filed on Jan. 11, 2008, thedisclosure of which is incorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a condenser for use in a vehicle, thecondenser thereof including a condensation part and a reservoir tank inan integrated manner, and the condenser thereof being suitable to beapplied to an air conditioner system for use in a vehicle.

2. Description of the Related Art

Conventionally, a condenser for use in a vehicle is known, including acondensation part, a reservoir tank, and a supercooling part, in anintegrated manner, the condenser thereof being applied to an airconditioner system for use in a vehicle, wherein a liquid coolant, whichis delivered to the supercooling part thereof from the reservoir tankunder a high pressure, is cooled within the supercooling part thereof,by employing a radiator fin thereupon to perform a heat exchange with anatmosphere that is external thereto, in a manner similar to thecondensation part thereof, refer, as an instance thereof, to JapanesePatent Application Laid Open No. 2002-187424, for particulars.

A problem that is listed hereinafter arises, however, with regard to theconventional condenser for use in the vehicle, owing to the conventionalcondenser for use in the vehicle thereof comprising a heat exchangestructure with an air cooling format, wherein the supercooling partradiates heat by the heat exchange with the atmosphere that is externalthereto:

1. Even if the coolant is cooled with the supercooling part thereof; itis not possible to cool the coolant below a temperature of theatmosphere that is external thereto, and thus, it would not be possibleto achieve an improvement of an air cooling capability or an air coolingefficiency in a circumstance wherein a space for an installation of theconventional condenser for use in the vehicle thereof is limited;

2. A heat exchange performance arising from a velocity whereat a vehicletravels, or, put another way, a heat exchange performance arising from awind velocity of a wind that is caused by a travel of a vehicle, varies,and thus, the air cooling capability or the air cooling efficiencydeclines in a circumstance such as when the vehicle is stopped or movingslowly, as in a traffic jam; and

3. In a circumstance wherein an overall surface area for a heat exchangeis not changed, enlarging a surface area of the supercooling partthereof causes a surface area of the condensation part thereof to bereduced, and thus, a condensation performance thereof declines as aconsequence thereof. Conversely, enlarging the surface area of thecondensation part thereof causes the surface area of the supercoolingpart thereof to be reduced, and thus, a supercooling performancedeclines as a consequence thereof.

It is an object of the present invention to provide a condenser for usein a vehicle that is capable of achieving an improvement in the aircooling capability or the air cooling efficiency by lowering atemperature of a coolant below the temperature of the atmosphere that isexternal thereto, without being affected by the wind velocity that isgenerated by the travel of the vehicle, or causing a decline in thecondensation performance thereof.

In order to accomplish the object, a condenser for use in a vehicleaccording to an embodiment of the present invention includes, in anintegrated manner, a condensation part that cools a coolant, which isdischarged at a high temperature and pressure from a compressor of arefrigeration cycle, by radiating heat by way of a heat exchange betweenthe coolant thereof and an atmosphere that is external thereto, areservoir tank that stores a coolant, which has been liquified by thecondensation part, and a supercooling part that cools a liquid coolantthat is discharged thereto at a high pressure from the reservoir tank.

The supercooling part is configured to cool the liquid medium that isdischarged thereto at the high pressure from the reservoir tank by wayof a heat exchange between the liquid medium that is discharged theretoat the high pressure therefrom and a coolant that is discharged at a lowpressure from an evaporator of the refrigeration cycle, and which doesnot employ a radiator fin thereupon.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view showing a refrigeration cycle of a vehicle,whereupon is applied a condenser for use in a vehicle according to afirst embodiment.

FIG. 2 is a frontal view showing the condenser for use in the vehicleaccording to the first embodiment.

FIG. 3 is an enlarged cutaway view of a portion A of FIG. 2, whichdepicts the condenser for use in the vehicle according to the firstembodiment.

FIG. 4 is a cutaway view showing a condenser part tube according to thecondenser for use in the vehicle according to the first embodiment.

FIG. 5 is a tube cutaway view showing a supercooling part according tothe condenser for use in the vehicle according to the first embodiment.

FIG. 6 is a perspective view showing the supercooling part according tothe condenser for use in the vehicle according to the first embodiment.

FIG. 7 is a perspective view showing a refrigeration cycle of a vehicle,whereupon is applied a condenser for use in a vehicle, which iscurrently in a conventional use thereof.

FIG. 8 is a Moliere graph, showing a relationship between an enthalpyand a pressure when operating a heavy load air cooling with therefrigeration cycle of the vehicle that is currently in the conventionaluse.

FIG. 9 is a diagram showing a comparison between a layout of a standardinstallation of an air conditioning component upon a front end of avehicle, a layout of an installation of an air conditioning componentupon a front end of a vehicle whereupon a supercharger is attached to anengine thereof and a layout of an installation of an air conditioningcomponent upon a front end of a hybrid vehicle.

FIG. 10 is a diagram showing a manner whereby enlarging a supercoolingregion causes a condensation region to be reduced, with regard to thecondenser for use in the vehicle, which is currently in the conventionaluse.

FIG. 11 is a Moliere graph, showing a relationship between an enthalpyand a pressure when operating a heavy load air cooling with therefrigeration cycle of the vehicle according to the first embodiment.

FIG. 12 is a diagram showing a circumstance with regard to the condenserfor use in the vehicle according to the first embodiment wherein thesupercooling region is reduced, and the condensation region is enlarged,when an overall surface area of a heat exchange thereupon is not changedfrom an overall surface area of a heat exchange of a condenser for usein the vehicle that is currently in the conventional use.

FIG. 13 is an enlarged cutaway diagram showing a supercooling part upona second header tank according to a condenser for use in a vehicleaccording to a second embodiment.

FIG. 14 is a cutaway diagram of a line B-B in FIG. 13, showing thesupercooling part according to the condenser for use in the vehicleaccording to a second embodiment.

FIG. 15 is a tube cutaway diagram showing the supercooling partaccording to the condenser for use in the vehicle according to thesecond embodiment.

FIG. 16 is an enlarged cutaway diagram showing a supercooling part upona second header tank according to a condenser for use in a vehicleaccording to a third embodiment.

FIG. 17 is a tube cutaway diagram according to another instance of acondensation tube according to a condenser for use in a vehicleaccording to the present invention, wherein FIG. 17A illustrates a beadtype tube thereof, FIG. 17B illustrates an extrusion type tube thereof,comprising a plurality of a rectangular coolant path, and FIG. 17Cillustrates an extrusion type tube thereof comprising a plurality of arounded coolant path.

FIG. 18 is a tube cutaway diagram showing a supercooling part accordingto a variant embodiment of the first embodiment according to thecondenser for use in the vehicle according to the present invention.

FIG. 19 is a tube cutaway diagram according to another instance of asupercooling part tube according to a condenser for use in a vehicleaccording to the present invention, wherein FIG. 19A illustrates a firstextrusion type thereof, FIG. 19B illustrates a combination type of asecond extrusion type thereof with a first inner fin thereupon, FIG. 19Cillustrates a third extrusion type thereof, FIG. 19D illustrates afourth extrusion type thereof, FIG. 19E illustrates a combination typeof the first extrusion type thereof with the first inner fin thereuponand a second inner fin thereupon, FIG. 19F illustrates a combinationtype of a fifth extrusion type thereof with the first inner finthereupon, FIG. 19G illustrates a sixth extrusion type thereof, and FIG.19H illustrates a seventh extrusion type thereof.

DETAILED DESCRIPTION OF TEE PREFERRED EMBODIMENTS

Preferred embodiments of the present invention will now be described indetail, with reference to the accompanying drawings.

First Embodiment

FIG. 1 to FIG. 6 illustrate a first embodiment of a condenser for use ina vehicle according to the present invention.

A refrigeration cycle of a vehicle, whereupon is applied a condenser foruse in a vehicle A1 according to the first embodiment, includes acompressor 1, the condenser for use in the vehicle A1, an expansionvalve 2, an evaporator 3, a condensation part 4, a reservoir part, forexample, a reservoir tank 5, and a supercooling part 6, such as is shownin FIG. 1.

The compressor 1 is driven by such as a gasoline engine or an electricmotor that is a motive power source that is built into the vehicle,includes a gaseous coolant that is sent thereto at a low temperature andpressure from the evaporator 3, and sends the coolant thus compressed tothe condenser for use in the vehicle A1.

The condenser for use in the vehicle A1 comprises, in an integratedmanner, the condensation part 4, which cools the coolant that isdischarged thereto at a high temperature and pressure from thecompressor 1 of the refrigeration cycle by way of a heat exchange withan atmosphere that is external thereto, the reservoir tank 5, whichstores the coolant that is liquefied with the condensation part 4, andthe supercooling part 6, which cools the high pressure liquid coolantthat is discharged thereto from the reservoir tank 5.

The condensation part 4 cools, by way of a wind of a motion of thevehicle or a wind that is sent thereto by a fan, the gaseous coolantthat is discharged thereto from the compressor 1 at the high temperatureand pressure to a condensation point thereof and treats a resultingproduct thereof as a liquified coolant at the high pressure and a mediumtemperature. The reservoir tank 6 removes a moisture or a debris that isincluded within the liquefied coolant at the high pressure and themedium temperature, and stores the liquified coolant at the highpressure and the medium temperature such that the coolant may besupplied smoothly. The supercooling part 6 cools liquid coolant at thehigh pressure that is charged thereto from the reservoir tank 5, by wayof a heat exchange between the high pressure liquid coolant and theliquid medium at the low pressure that is discharged from the evaporator3, which does not employ a radiator fin.

The expansion valve 2 causes a liquefied coolant at the high pressureand a low temperature that is discharged thereto from the supercoolingpart 6 to expand rapidly, and sends a product resulting therefrom as aliquefied coolant in a vapor state at a low temperature and pressure tothe evaporator 3. It is to be understood that the expansion valve 2 isset upon a path whereby the coolant is sent from the supercooling part 6to the evaporator 3, and that a path whereby the coolant is sent fromthe evaporator 3 to the supercooling part 6 is a simple path fortransmission of the coolant therebetween, incorporating no such valvefunction.

The liquefied coolant in the vapor state is introduced into theevaporator 3 from the expansion valve 2, whereupon the liquefied coolantin the vapor state is evaporated by way of robbing a heat from a windthat is sent into a passenger compartment of the vehicle by a blowerfan, and is rendered thereby into the gaseous coolant at the lowtemperature and pressure. The gaseous coolant at the low temperature andpressure that results therefrom is thereafter sent to the compressor 1,by way of the supercooling part 6. It is to be understood that theevaporator 3 is contained within an air conditioner unit that isinstalled within an instrument panel (not shown) of the vehicle.

The supercooling part 6 is set in a flow direction of the coolant fromthe evaporator 3, by way of a low pressure part coolant path 8, as wellas in a reverse flow direction thereof with respect to a flow directionof the coolant from the reservoir tank 5, by way of a high pressure partcoolant path 7 therefrom, such as is shown in FIG. 2.

A first header tank 11 and a second header tank 12 is located at eitherend portion of the condenser for use in the vehicle A1, according to thefirst embodiment, in a left to right direction thereof, such as is shownin FIG. 2. A horizontal partitioning plate 16, i.e., a firstpartitioning plate thereof and a vertical partitioning plate 17, i.e., afirst partitioning plate thereof is set within the first header tank 11,dividing an interior of the first header tank 11 into a condensedcoolant intake tank chamber 13, a high pressure coolant outflow tankchamber 14, and a low pressure coolant intake tank chamber 15.Conversely, a horizontal partitioning plate 21, i.e., a secondpartitioning plate thereof and a vertical partitioning plate 22, i.e., asecond partitioning plate thereof is set within the second header tank12, dividing an interior of the second header tank 12 into a condensedcoolant outflow tank chamber 18, a high pressure coolant intake tankchamber 19, and a low pressure coolant outflow tank chamber 20, such asis shown in FIG. 3.

Put another way, the supercooling part 6 performs the heat exchangebetween the high pressure part coolant path 7, which connects the highpressure coolant intake tank chamber 19 of the second header tank 12with the high pressure coolant outflow tank chamber 14 of the firstheader tank 11, and the low pressure part coolant path 8, which connectsthe low pressure coolant intake tank chamber 15 of the first header tank11 with the low pressure coolant outflow tank chamber 20 of the secondheader tank 12.

A coolant intake port 23 is set into the first header tank 11, at alocation that links with the condensed coolant intake tank chamber 13thereof, by way of the compressor 1. In addition, a coolant intake andoutflow port 24, by way of an inflow port part from the evaporator 3 andan outflow port part to the expansion valve 2, is set into the firstheader tank 11, at a location that links with the condensed coolantintake tank chamber 13 and the high pressure coolant outflow tankchamber 14.

A reservoir tank intake pipe 25, which links the condensed coolantoutflow tank chamber 18 with the reservoir tank 5, and a reservoir tankoutflow pipe 26, which links the high pressure coolant intake tankchamber 19 with the reservoir tank 5, is set into the second header tank12. In addition, a low pressure coolant pipe 27, which links the lowpressure coolant outflow tank chamber 20 with the compressor 1, is setinto the second header tank 12.

The condensation part 4 is configured to comprise a plurality of acondensation part tube 28, which links the condensed coolant intake tankchamber 13 of the first header tank 11 with the condensed coolantoutflow tank chamber 18 of the second header tank 12, and a radiator fin29, which is set between an adjacent tube of the plurality of thecondensation part tube 28 thereof, such as is shown in FIG. 2 and FIG.3. The condensation part tube 28 is treated as comprising a compressedflat elliptical cross sectional shape, an inner fin, and a plurality ofapertures, i.e., partitions, such as is shown in FIG. 4, in order toperform the heat exchange efficiently between the coolant that passesthrough an interior part thereof and an atmosphere that is externalthereto. The radiator fin 29 is thus set in a location of a compressedflat upper and lower surface of the condensation part tube 28 thereof.

The reservoir tank 5 is positioned in a location so as to be adjacent ina line with the second header tank 12, the coolant is introduced thereinfrom the condensed coolant outflow tank chamber 18 of the second headertank 12 thereof, and the coolant is supplied therefrom to the highpressure coolant intake tank chamber 19 of the second header tank 12,such as is shown in FIG. 1 and FIG. 2.

The supercooling part 6 is configured from a plurality of a highpressure part tube 30, which connects the high pressure coolant intaketank chamber 19 of the second header tank 12 with the high pressurecoolant outflow tank chamber 14 of the first header tank 11, and asupercooling part tube casing 31, which connects the low pressurecoolant intake tank chamber 15 of the first header tank 11 with the lowpressure coolant outflow tank chamber 20 of the second header tank 12,such as is shown in FIG. 5 and FIG. 6. The high pressure part tube 30 istreated as comprising a compressed flat elliptical cross sectional shapein order to perform the heat exchange efficiently between the highpressure coolant that passes through an interior part thereof and thelow pressure coolant that passes through an exterior part thereof in amanner similar to the condensation part tube 28. The supercooling parttube casing 31 is configured so as to perform a determination of alocation of six of the high pressure part tube 30 thereof whilepositioning the six of the high pressure part tube 30 thereof by way ofan equal spacing therebetween, and enveloping an overall assemblythereof so as to maintain the positioning and the spacing thereof, suchas is shown in FIG. 5 and FIG. 6.

A path that is formed from an interior surface of the high pressure parttube 30 is treated as being the high pressure part coolant path 7, and apath that is formed from an interior surface of the supercooling parttube casing 31 and an exterior surface of the high pressure part tube 30is treated as being the low pressure part coolant path 8.

Following is a description of an effect of the condenser for use in thevehicle as described herein.

First, a description will be performed concerning a condenser technologyfor use in a vehicle that is currently in a conventional use thereof,followed by a description of an effect with regard to the condenser foruse in the vehicle A1 according to the first embodiment, which will bedivided into an effect of an improvement of an air cooling capability oran air cooling efficiency, an effect of improving a condensationperformance, an effect of increasing a compactness of the condenser foruse in the vehicle, and an effect of supercooling that does not involveemploying a radiator fin thereupon.

Concerning a Condenser Technology for Use in a Vehicle that is Currentlyin a Conventional Use Thereof

A refrigeration cycle of a vehicular air conditioning system includes acompressor, a condenser for use in a vehicle, an expansion valve, i.e.,a TXV, and an evaporator, such as is shown in FIG. 7. In addition, acondenser for use in a vehicle that is currently in a conventional usethereof includes, in an integrated manner, a condensation part, areservoir tank, and a supercooling part. A technology is known withregard to the supercooling part thereof wherein a radiator fin isemployed, in a manner similar to the condensing part, to cool a liquidcoolant at a high pressure, which is introduced thereto from thecompressor, by way of the condensation part and the reservoir tank, byperforming a heat exchange between the liquid coolant at the highpressure and an atmosphere that is external thereto, and to supply thecoolant at the high pressure thus cooled to the evaporator by way of theexpansion valve, i.e., the TXV. It is to be understood that the coolantthat is discharged from the evaporator thereafter is supplied as is tothe compressor.

A depiction of the refrigeration cycle that is currently in theconventional use thereof by way of a Moliere graph is such as is shownin FIG. 8, wherein a horizontal axis therein is treated as representingan enthalpy, and a vertical axis therein is treated as a pressure. Thepressure of a gaseous coolant at a low temperature and pressure at apoint A therein is increased, as the enthalpy thereof is elevated,within the compressor, accordingly resulting in a gaseous coolant at ahigh temperature and pressure as of a point B therein, at an outflowport of the compressor. Thereafter, the coolant at the outflow port ofthe compressor is cooled, within the condensation part and thesupercooling part of the condenser for use in the vehicle, through aheat radiation that is achieved by way of a heat exchange between thecoolant thereof and the atmosphere that is external thereto, such that aliquefied coolant at a medium temperature and a high pressure results atan outflow port of the supercooling part thereof, as of a point Ctherein. Thereafter, the liquefied coolant at the medium temperature andthe high pressure is caused to rapidly expand within the expansionvalve, i.e., the TXV, resulting in what is treated as a vaporousliquefied coolant at a low temperature and pressure at an outflow portof the expansion valve, i.e., the TXV, as of a point D therein.Thereafter, the vaporous liquefied coolant at the low temperature andpressure steals a heat within the evaporator, thereby resulting in thegaseous coolant at the low temperature and pressure at the outflow portof the evaporator, as of a point E therein. A flow thus described isrepeated thereafter.

As will be understood from the Moliere graph that is shown in FIG. 8, anair cooling performance that is achieved with the evaporator, i.e., anevaporator performance, is determined by a size of an enthalpydifferential, which is defined as a differential between a state of thecoolant at an intake port of the evaporator and a state of the coolantat the outflow port of the evaporator. Put another way, whereas theexpansion valve, i.e., the TXV, controls a flow volume of the intakeport of the evaporator, the state of the coolant at the outflow port ofthe evaporator, i.e., the enthalpy, or a degree of desiccation thereof,is determined by a condensation capability of the condenser for use inthe vehicle thereof.

Conversely, the condenser for use in the vehicle that is currently inthe conventional use thereof comprises a heat exchange structure with anair cooling format, wherein the supercooling part radiates the heat byway of the heat exchange between the coolant and the atmosphere that isexternal thereto. As a consequence thereof, the coolant state at anoutflow port of the condenser for use in the vehicle, i.e., the enthalpythereof, is such that it is not possible to cool a temperature of thecoolant below a temperature of the atmosphere that is external thereto,even if an efficiency of 100% of the heat exchange thereof is achieved.

Accordingly, when, as an instance thereof a heavy load air coolingoperation is an effect, such as when the temperature of the atmospherethat is external thereto is 35 degrees C., it is not possible to coolthe temperature of the coolant below the 35 degrees C. that is thetemperature of the atmosphere that is external thereto. As a consequencethereof, the enthalpy differential between the intake port of theevaporator and the outflow port of the evaporator is not maintained at asignificant level, and thus, an air cooling performance or an aircooling efficiency thereof is reduced.

As a recent automotive trend, on the other hand, there has been anincreasing amount of work on implementing such as a low emissionvehicle, by way of a gasoline engine with a supercharger attachedthereto, or a hybrid vehicle, which implements a combination of agasoline engine and an electric motor as a motive power source for thevehicle, as a measure for making the vehicle more environmentallyfriendly. As a consequence thereof when the low emission gasoline enginewith the supercharger attached thereto is employed, a space for aninstallation of the condenser and a radiator is limited by a space thatis used for an installation of a charge air cooler (CAC) therein, suchas is shown in FIG. 9. In addition, with a hybrid vehicle, asub-radiator, which is for cooling a high voltage assembly such as anelectric drive motor therein, is installed together with the condenser,and thus, the space for the installation of the condenser is limited.Furthermore, a height limit is also imposed in order to increase avisual clearance upon an upper portion of an engine chamber of a vehicledue to collision regulations, i.e., for reasons of safety in the eventof a collision.

Given such a situation as is described herein, a trend emerges wherein abacklash upon an air conditioning component thereof occurs, a height ofthe condenser thereupon is reduced, and a condensation capabilityaccordingly deteriorates. In such a circumstance, the air coolingperformance and the air cooling efficiency deteriorates to a greaterextent than would occur in a circumstance wherein a standard condenserheight could be maintained.

In addition, when the space for the installation of the condenser islimited to a given volume, a performance of the supercooling partthereof, i.e., the state of the coolant material, has an impact upon aperformance of the evaporator thereof i.e., a cooling capacity, which iscompensated for by increasing a surface area for the heat exchange onthe part of the supercooling part thereof in order to improve theperformance of the supercooling part thereupon.

Increasing the area of the heat exchange on the part of the supercoolingpart thereof in such a circumstance, however, causes a surface area ofthe heat exchange on the part of the condensation part thereof todecrease to a degree that is proportional to the increase of the area ofthe heat exchange on the part of the supercooling part thereof such asis shown in FIG. 10, accordingly resulting in a commensuratedeterioration in the condensation performance thereof.

Furthermore, the supercooling part that is currently in the conventionaluse employs a radiator fin to cool the coolant by way of the heatexchange with the atmosphere that is external thereto, in a mannersimilar to the condensation part thereof. Put another way, when thevehicle is traveling at a high velocity, a high degree of heat exchangeperformance may be obtained, as a result of a wind velocity of a windthat is generated by the travel of the vehicle. In a circumstance suchas when the vehicle is stopped or moving slowly, as in a traffic jam,however, the air cooling capability of the air cooling efficiencythereof will deteriorate to a degree that is proportional to thestopping or weakening of the wind that is generated by the travel of thevehicle thereof.

In response to a demand for increasing the performance of the heatexchange within the supercooling part thereof, in order to facilitate aresponse to the increasing compactness of the condenser for use in thevehicle thereof the inventor of the present invention identified anaspect thereof wherein a temperature of a coolant in a low pressure partof the refrigeration cycle is lower than the temperature of theatmosphere that is external thereto when operating under a heavy loadthereupon. In accordance with the aspect thus identified, the inventorof the present invention adopted a configuration wherein thesupercooling part thereof cools the high pressure liquid coolant fromthe reservoir tank by way of a heat exchange between the low pressurecoolant from the evaporator of the refrigeration cycle and the highpressure liquid coolant from the reservoir tank, and which does notemploy the radiator fin thereupon. As a consequence thereof the inventorof the invention achieved an improvement in the air cooling capabilityor the air cooling efficiency by way of a supercooling that lowers thetemperature of the cooling medium below the temperature of theatmosphere that is external thereto, without being affected by the windvelocity or incurring a deterioration in the condensation performancethereof.

Effect of Improvement of Air Cooling Capability or Air CoolingEfficiency

Following is a description of a circumstance wherein an overall size ofthe condenser for use in the vehicle A1 according to the firstembodiment is made to be the same size as the overall size of thecondenser for use in the vehicle that is currently in the conventionaluse thereof and wherein a ratio of a region of the condensation part 4thereof to a region of the supercooling part 6 thereof is made to be thesame ratio as a ratio of a region of a condensation part thereof to asupercooling part of the condenser for use in the vehicle that iscurrently in the conventional use thereof.

A depiction of the refrigeration cycle that applies the condenser foruse in the vehicle A1 according to the first embodiment by way of aMoliere graph is such as is shown in FIG. 11, wherein a horizontal axistherein is treated as representing an enthalpy, and a vertical axistherein is treated as a pressure. The pressure of a gaseous coolant at alow temperature and pressure at a point A therein is increased, as theenthalpy thereof is elevated, within the compressor 1, accordinglyresulting in a gaseous coolant at a high temperature and pressure as ofa point B therein, at an outflow port of the compressor 1 thereupon.Thereafter, the coolant at the outflow port of the compressor 1thereupon is cooled, within the condensation part 4 of the condenser foruse in the vehicle A1, through a heat radiation that is achieved by wayof a heat exchange between the coolant thereof and the atmosphere thatis external thereto, such that a liquefied coolant at a mediumtemperature and a high pressure results at the outflow port of thecondensation part 4 thereof, as of a point C′ therein. Furthermore, theliquid coolant at the high pressure that is discharged from thereservoir tank 5 of the condenser for use in the vehicle A1 is cooled inthe supercooling part 6 thereof, by way of the coolant at the lowpressure that is discharged from the evaporator 3, such that theliquefied coolant at a low temperature and the high pressure results atthe outflow port of the supercooling part 6 thereof, as of a point C^(x)therein. Thereafter, the liquefied coolant at the low temperature andthe high pressure is caused to rapidly expand within the expansion valve2 thereof, resulting in what is treated as a vaporous liquefied coolantat a low temperature and pressure at an outflow port of the expansionvalve 2 thereof, as of a point D^(x) therein. Thereafter, the vaporousliquefied coolant at the low temperature and pressure steals a heatwithin the evaporator 3, thereby resulting in the gaseous coolant at thelow temperature and pressure at the outflow port of the evaporator 3, asof a point E therein. A flow thus described is repeated thereafter.

As will be understood from the Moliere graph that is shown in FIG. 11,an air cooling performance that is achieved with the evaporator 3, i.e.,an evaporator performance, is determined by a size of an enthalpydifferential which is defined as a differential between a state of thecoolant at an intake port of the evaporator 3 and a state of the coolantat the outflow port of the evaporator 3. Put another way, whereas theexpansion valve 2 controls a flow volume of the intake port of theevaporator 3, the state of the coolant at the outflow port of theevaporator 3, i.e., the enthalpy, or a degree of desiccation thereof, isdetermined by a condensation capability of the condenser for use in thevehicle A1 thereof.

Conversely, with respect to the condenser for use in the vehicle A1according to the first embodiment, the liquid coolant at the highpressure that is discharged from the reservoir tank 5 is cooled withinthe supercooling part 6 thereof when in the heavy load air coolingoperation, by way of the coolant at the low pressure that is of an evenlower temperature than the temperature of the atmosphere that isexternal thereto. As a consequence thereof whereas, with thesupercooling part of the condenser for use in the vehicle that iscurrently in the conventional use thereof, the enthalpy is lowered fromthe point C′ to the point C thereof, it is possible, with thesupercooling part 6 according to the first embodiment, for the enthalpyto be lowered from the point C′ to the point C^(x) thereof instead.

By way of the supercooling effect thereof the enthalpy, which is athermodynamic energy that is capable of being consumed with theevaporator 3, transitions from the point D^(x) to the point E therein, adistance from the point D to the point D^(x) therein becomes a degree ofenlargement thereof, and it is possible to increase the air coolingefficiency thereupon.

It is thus possible to improve the air cooling capability or the aircooling efficiency in the circumstance wherein the overall size of thecondenser for use in the vehicle A1 according to the first embodiment ismade to be the same size as the overall size of the condenser for use inthe vehicle that is currently in the conventional use thereof andwherein the ratio of the region of the condensation part 4 thereof tothe region of the supercooling part 6 thereof is made to be the sameratio as the ratio of the region of the condensation part and tosupercooling part of the condenser for use in the vehicle that iscurrently in the conventional use thereof.

Effect of Improving Condenser Performance

Following is a description of a circumstance wherein the overall size ofthe condenser for use in the vehicle A1 according to the firstembodiment is made to be the same size as the overall size of thecondenser for use in the vehicle that is currently in the conventionaluse thereof, and wherein a number of a coolant tube within thesupercooling part 6 thereof is made to be the same number of a coolanttube within a supercooling part that is currently in the conventionaluse thereof.

In the circumstance wherein the supercooling part 6 according to thecondenser for use in the vehicle according to the first embodiment isused, the heat exchange is performed without employing the radiator finthereupon, and it is thus possible for a surface area that is requiredfor the supercooling part 6 thereof to comprise a smaller surface areathereof than the supercooling part that is currently in the conventionaluse thereof, i.e., which employs the radiator fin thereupon, by theinstallation space that would have been required for the radiator finthereupon.

Accordingly, when the overall size of the condenser for use in thevehicle A1 according to the first embodiment is made to be the same sizeas the overall size of the condenser for use in the vehicle that iscurrently in the conventional use thereof, it thus becomes possible toincrease the surface area for the heat exchange of the condensation part4 thereof to be greater than the surface area for the heat exchange ofthe condensation part that is currently in the conventional use thereofby a degree to which the surface area for the heat exchange of thesupercooling part 6 thereof is reduced to be less than the surface areafor the heat exchange of the supercooling part that is currently in theconventional use thereof.

Thus, when the overall size of the condenser for use in the vehicle A1according to the first embodiment is made to be the same size as theoverall size of the condenser for use in the vehicle that is currentlyin the conventional use thereof, and when the number of the coolant tubewithin the supercooling part 6 thereof is made to be the same number ofthe coolant tube within the supercooling part that is currently in theconventional use thereof, it is possible to improve the condensationperformance of the condenser part 4 over the condensation performance ofthe condenser part that is currently in the conventional use thereof,while improving the supercooling performance of the supercooling part 6over the supercooling performance of the supercooling part that iscurrently in the conventional use thereof, by increasing the surfacearea for the heat exchange of the condensation part 4 thereof.

Effect of Increasing Compactness of Condenser for Use in Vehicle

Following is a description with regard to a circumstance wherein thesurface area for the heat exchange of the condensation part 4 of thecondenser for use in the vehicle A1 according to the first embodiment ismade to be the same as the surface area for the heat exchange of thecondensation part of the condenser for use in the vehicle that iscurrently in the conventional use thereof.

Given that the radiator fin is not employed with regard to thecircumstance of the condenser for use in the vehicle A1 according to thefirst embodiment, it would be possible to treat the surface area that isrequired on the part of the supercooling part 6 thereof as being smallerthan the surface area that is required on the part of supercooling partthat is currently in the conventional use thereof, which employs theradiator fin thereupon, even if the number of the coolant tube withinthe supercooling part 6 thereof is made to be the same as the number ofthe coolant tube within the supercooling part that is currently in theconventional use thereof. Furthermore, treating the supercoolingperformance with the supercooling part 6 thereof to be of the same levelas the supercooling performance with the supercooling part that iscurrently in the conventional use thereof allows reducing the number ofthe coolant tube within the supercooling part 6 thereof to below thenumber of the coolant tube of the supercooling part that is currently inthe conventional use thereof, which, in addition, allows treating thesurface area of the supercooling part 6 thereof as being even smallerthan the surface area of the supercooling part that is currently in theconventional use thereof would be in the circumstance wherein the numberof the coolant tube within the supercooling part 6 thereof is made to bethe same as the number of the coolant tube within the supercooling partthat is currently in the conventional use thereof.

Thus, when the surface area for the heat exchange of the condensationpart 4 of the condenser for use in the vehicle A1 according to the firstembodiment is made to be the same as the surface area for the heatexchange of the condensation part of the condenser for use in thevehicle that is currently in the conventional use thereof, it ispossible to achieve an increased compactness of the overall shapethereof while making the surface area for the heat exchange of thecondensation part 4 thereof to be unchanged and maintaining thecondensation performance thereof at an existing level thereof. It isthus possible to minimize a deterioration in the condensationperformance thereof, and to maintain the air cooling capability or theair cooling efficiency at the present level, at a minimum, even if theheight of the condenser is reduced in accordance with the advance in thelow emission by way of the gasoline engine with the superchargerattached thereto, or the hybrid vehicle, which implements thecombination of the gasoline engine and the electric motor as the motivepower source for the vehicle, as the measure for making the vehicle moreenvironmentally friendly thereby.

Effect of Supercooling that does not Involve Employing Radiator FinThereupon

With regard to the supercooling part 6 of the condenser for use in thevehicle A1 according to the first embodiment, the coolant at the highpressure flows from the reservoir tank 5, through the plurality of thehigh pressure part tube 30, which connects the high pressure coolantintake tank chamber 19 of the second header tank 12 with the highpressure coolant outflow tank chamber 14 of the first header tank 11,in, as an instance thereof, from a right to a left direction that isshown in FIG. 2. At the same time, the coolant at the low pressure flowsfrom the evaporator 3 through the supercooling part tube casing 31,which connects the low pressure coolant intake tank chamber 15 of thefirst header tank 11 with the low pressure coolant outflow tank chamber20 of the second header tank 12, in, as an instance thereof from a leftto a right direction that is shown in FIG. 2. Thus, an efficient heatexchange is performed between the coolant at the high pressure thatflows through the interior of the high pressure part tube 30 and thecoolant at the low pressure that flows through the exterior of the highpressure part tube 30, which is encased by the supercooling part tubecasing 31.

Thus, given that the heat exchange is performed within the supercoolingpart 6 thereof without employing the radiator fin thereupon, it ispossible to perform the heat exchange thereby in a stable manner withoutbeing affected by the speed of the wind that is generated by the motionof the vehicle, in contrast to the supercooling part that employs theradiator fin thereupon. Put another way, whereas the wind that isgenerated by the motion of the vehicle stops or declines in such acircumstance as when the vehicle is stopped or in moving in the trafficjam, it is possible, with the supercooling part 6 thereof, to achievethe air cooling capability and the air cooling efficiency without beingaffected by the presence of the wind that is generated by the motion ofthe vehicle, or the lack thereof.

With regard to the condenser for use in the vehicle A1 according to thefirst embodiment, it is possible to obtain a result as describedhereinafter:

1. The condenser for use in the vehicle A1 comprises, in an integratedmanner, a condensation part 4, which cools a coolant at a hightemperature and pressure that is discharged from a compressor 1 of arefrigeration cycle, a reservoir tank 5, which stores the coolant thathas been liquefied with the condensation part 4, and a supercooling part6, which cools the liquid coolant at the high pressure that isdischarged thereto from the reservoir tank 5, wherein the supercoolingpart 6 cools the liquid coolant at the high pressure that is dischargedthereto from the reservoir tank 6 by way of a heat exchange between theliquid coolant at the high pressure that is discharged thereto from thereservoir tank 5 and a coolant at a low pressure that is dischargedthereto from an evaporator 3 of the refrigeration cycle, withoutemploying a radiator fin thereupon. As a consequence thereof, it ispossible to achieve an improvement in an air cooling capability or anair cooling efficiency, without being affected by a speed of a wind thatis generated by a travel of the vehicle, or without incurring adeterioration of a condensation performance thereof, by a supercooling,wherein the temperature of the coolant is lowered below a temperature ofan atmosphere that is external thereto;

2. The supercooling part 6 is set in a flow direction of the coolantfrom the evaporator 3, by way of a low pressure part coolant path 8, aswell as in a reverse flow direction thereof with respect to a flowdirection of the coolant from the reservoir tank 5, by way of a highpressure part coolant path 7 therefrom. As a consequence thereof it ispossible to cool a coolant of a high pressure part by way of a heatexchange that is more efficient than would be possible in a circumstancewherein the heat exchange is performed while causing the coolant of thehigh pressure part and a coolant of a low pressure part to flow in acommon direction thereupon. It is to be understood that, while adifferential of a temperature of the coolant thereof is significant at aregion of a commencement of the heat exchange when the coolant of thehigh pressure part and the coolant of the low pressure part flow in thecommon direction thereupon, the differential of the temperature of thecoolant thereof decreases at a region of a termination of the heatexchange thereof.

Conversely thereto, when the coolant of the high pressure part is causedto flow in the reverse direction to the flow of the coolant of the lowpressure part, it is possible to maintain the significant differentialof the temperature of the coolant from the region of the commencement ofthe heat exchange thereof to the region of the termination of the heatexchange thereof.

3. A first header tank 11 and a second tank 12 is positioned at each endof the condenser for use in the vehicle A1, in a left and a rightdirection thereof, respectively, wherein a horizontal partitioning plate16 and a vertical partitioning plate 17 is set within the first headertank 11, dividing an interior of the first header tank 11 into acondensed coolant intake tank chamber 13, a high pressure coolantoutflow tank chamber 14, and a low pressure coolant intake tank chamber15, a horizontal partitioning plate 21 and a vertical partitioning plate22 is set within the second header tank 12, dividing an interior of thesecond header tank 12 into a condensed coolant outflow tank chamber 18,a high pressure coolant intake tank chamber 19, and a low pressurecoolant outflow tank chamber 20, and the supercooling part 6 performsthe heat exchange between the high pressure part coolant path 7, whichconnects the high pressure coolant intake tank chamber 19 of the secondheader tank 12 with the high pressure coolant outflow tank chamber 14 ofthe first header tank 11, and the low pressure part coolant path 8,which connects the low pressure coolant intake tank chamber 15 of thefirst header tank 11 with the low pressure coolant outflow tank chamber20 of the second header tank 12. As a consequence thereof, it ispossible to easily set the high pressure part coolant path 7 and the lowpressure part coolant path 8 of the supercooling part 6, which is boththe direction of the flow of the coolant and the reverse directionthereof, by using, as is, the pre-existing first header tank 11 and thepre-existing second header tank 12 that is positioned at each end of thecondenser for use in the vehicle A1 in the left and the right directionthereof, respectively, and dividing each respective header tank 11 and12 into three chambers as described herein;

4. The condensation part 4 is configured to comprise a plurality of acondensation part tube 28, which connects the condensed coolant intaketank chamber 13 of the first header tank 11 with the condensed coolantoutflow tank chamber 18 of the second header tank 12, and a radiator fin29, which is set between an adjacent tube of the plurality of thecondensation part tube 28 thereof, and the reservoir tank part isconfigured from a reservoir tank 5, which is positioned in a locationthat is adjacent thereto in a line with the second header tank 12,wherein the coolant is introduced thereto from the condensed coolantoutflow tank chamber 18 of the second header tank 12 thereupon, and thecoolant is supplied therefrom to the high pressure coolant intake tankchamber 19 of the second header tank 12. As a consequence thereof, it ispossible to treat the condenser for use in the vehicle as the condenserfor use in the vehicle A1 wherein a condensation performance by way ofthe heat exchange between the coolant therein and the atmosphere that isexternal thereto is maintained, as is the compactness thereof when thereservoir tank 5 is attached thereto, without requiring a significantdesign change from the condenser for use in the vehicle that iscurrently in the conventional use thereof; and

5. The supercooling part 6 is configured from a plurality of a highpressure part tube 30, which connects the high pressure coolant intaketank chamber 19 of the second header tank 12 with the high pressurecoolant outflow tank chamber 14 of the first header tank 11, and asupercooling part tube casing 31, which connects the low pressurecoolant intake tank chamber 15 of the first header tank 11 with the lowpressure coolant outflow tank chamber 20 of the second header tank 12,wherein a path that is formed from an interior surface of the highpressure part tube 30 is treated as a high pressure part coolant path 7,and a path that is formed from an interior surface of the supercoolingpart tube casing 31 and an exterior surface of the high pressure parttube 30 is treated as a low pressure part coolant path 8. As aconsequence thereof, it is possible to achieve a supercoolingperformance by way of a wide surface area for the heat exchange thereofwhile treating the configuration of the supercooling part 6 as beingcompact, and keeping the space required thereupon from growingunnecessarily.

Second Embodiment

Following is a description of a second embodiment of a condenser for usein a vehicle according to the present invention, with reference to FIG.13, FIG. 14 and FIG. 15. The second embodiment of the condenser for usein the vehicle is an embodiment that treats a coolant tube of asupercooling part thereof as a dual tube configuration.

A condenser for use in a vehicle A2 according to the second embodimentincludes a condensation part 4, a supercooling part 6, a second headertank 12, a condensed coolant outflow tank chamber 18, a high pressurecoolant intake tank chamber 19, a low pressure coolant outflow tankchamber 20, a horizontal partitioning plate 21, a vertical partitioningplate 22, a reservoir tank intake pipe 25, a reservoir tank outflow pipe26, a low pressure coolant pipe 27, a condensation part tube 28, aradiator fin 29, an interior part tube 32, and an exterior part tube 33,such as is shown in FIG. 13 and FIG. 14.

The supercooling part 6 is treated as comprising a dual tubeconfiguration, which is formed from a plurality of the interior parttube 32, which connects the high pressure coolant intake tank chamber 19of the second header tank 12 with the high pressure coolant outflow tankchamber 14 of the first header tank 11, and a plurality of the exteriorpart tube 33, which connects the low pressure coolant intake tankchamber 15 of the first header tank 11 with the low pressure coolantoutflow tank chamber 20 of the second header tank 12, such as is shownin FIG. 13.

A path that is formed from an interior surface of the interior part tube32 is treated as a high pressure part coolant path 7, and a path that isformed from an interior surface of the exterior part tube 33 and anexterior surface of the interior part tube 32 is treated as a lowpressure part coolant path 8, such as is shown in FIG. 15. It is to beunderstood that another configuration element thereof is similar to theconfiguration element according to the first embodiment, and thus, acorresponding configuration element thereof will be labeled with anidentical reference numeral, and a description thereof will be omittedhereinafter.

Following is a description of an effect of the condenser for use in thevehicle according to the second embodiment.

With regard to the supercooling part 6 of the condenser for use in thevehicle A2 according to the second embodiment, the high pressure coolantflows from the reservoir tank 5, through the plurality of the interiorpart tube 32, which connects the high pressure coolant intake tankchamber 19 of the second header tank 12 with the high pressure coolantoutflow tank chamber 14 of the first header tank 11, in, as an instancethereof, from a right to a left direction that is shown in FIG. 13.

At the same time, the coolant at the low pressure flows from anevaporator 3 through the exterior part tube 33, which connects the lowpressure coolant intake tank chamber 15 of the first header tank 11 withthe low pressure coolant outflow tank chamber 20 of the second headertank 12, in, as an instance thereof, from a left to a right directionthat is shown in FIG. 13. Thus, with regard to each respectivecombination tube that is a combination of the interior part tube 32 andthe exterior part tube 33 by way of the dual tube configuration thereofan efficient heat exchange is performed between the coolant at the highpressure that flows through the interior of the interior part tube 32and the coolant at the low pressure that flows through the exteriorthereof which is encased by the exterior part tube 33 thereupon. It isto be understood that another effect thereof is similar to the effectthereof according to the first embodiment, and thus, a descriptionthereof will be omitted hereinafter.

With regard to the condenser for use in the vehicle according to thesecond embodiment, it is possible to obtain a result as describedhereinafter, in addition to the result 1 to 5 according to the firstembodiment:

6. The supercooling part 6 is treated as a dual tube configuration thatis formed from a plurality of an interior part tube 32, which connectsthe high pressure coolant intake tank chamber 19 of the second headertank 12 with the high pressure coolant outflow tank chamber 14 of thefirst header tank 11, and a plurality of an exterior part tube 33, whichconnects the low pressure coolant intake tank chamber 15 of the firstheader tank 11 with the low pressure coolant outflow tank chamber 20 ofthe second header tank 12, wherein a path that is formed from aninterior surface of the interior part tube 32 is treated as a highpressure part coolant path 7, and a path that is formed from an interiorsurface of the exterior part tube 33 and an exterior surface of theinterior part tube 32 is treated as a low pressure part coolant path 8.As a consequence thereof, it is possible, as an instance thereof, toachieve a supercooling performance by way of a heat exchange effect thatis isolated on a per dual tube configuration basis while treating a costeffective configuration of the supercooling part 6 as being capable ofsimultaneously using the condensation part tube 28 as the exterior parttube 33.

Third Embodiment

Following is a description of a third embodiment of a condenser for usein a vehicle according to the present invention, with reference to FIG.16. The third embodiment of the condenser for use in the vehicle is anembodiment that dispenses with a radiator fin that is set upon aboundary part between a condensation part and a supercooling partthereof.

A condenser for use in a vehicle A3 according to the third embodimentcomprises a condensation part 4, a supercooling part 6, a second headertank 12, a condensed coolant outflow tank chamber 18, a high pressurecoolant intake tank chamber 19, a low pressure coolant outflow tankchamber 20, a horizontal partitioning plate 21, a vertical partitioningplate 22, a reservoir tank intake pipe 25, a reservoir tank outflow pipe26, a low pressure coolant pipe 27, a condensation part tube 28, aradiator fin 29, an interior part tube 32, and an exterior part tube 33,such as is shown in FIG. 16.

Whereas a configuration of the condenser for use with the vehicle A3according to the third embodiment is fundamentally identical to theconfiguration of the condenser for use with the vehicle A2 according tothe second embodiment, the radiator fin that is set upon the boundarypart between the condensation part 4 and the supercooling part 6 thereofis dispensed with herein, and a space S is set between a condensationpart tube 28′ of a lowermost edge location of the condensation part 4,and an exterior part tube 33 of an uppermost edge location of thesupercooling part 6. It is to be understood that another configurationelement thereof is similar to the configuration element according to thefirst and the second embodiment, and thus, a corresponding configurationelement thereof will be labeled with an identical reference numeral, anda description thereof will be omitted hereinafter.

Following is a description of an effect of the condenser for use in thevehicle according to the third embodiment, wherein the condenser for usein the vehicle A3 according to the third embodiment has dispensed withthe radiator fin that is set upon the boundary part between thecondensation part 4 and the supercooling part 6 thereof, and, as aconsequence thereof, it is possible to avoid receiving a heat on thepart of the supercooling part 6 between the supercooling part 6 thereofand an atmosphere that is external thereto, and it is further possibleto avoid receiving the heat on the part of the supercooling part 6between the supercooling part 6 thereof and the condensation part 4thereof. An environment for the heat exchange is treated wherein thesupercooling part 6 is isolated from the condensation part 4, and it ispossible thereby to avoid the effect of the wind that is generated bythe travel of the vehicle thereupon, and thus, to improve thesupercooling performance thereof. It is to be understood that anothereffect thereof is similar to the effect thereof according to the firstand the second embodiment, and thus, a description thereof will beomitted hereinafter.

With regard to the condenser for use in the vehicle according to thethird embodiment, it is possible to obtain a result as describedhereinafter, in addition to the result 1 to 5 according to the firstembodiment, and the result 6 according to the second embodiment:

7. The condensation part 4 dispenses with the radiator fin that is setupon the boundary part between the condensation part 4 and thesupercooling part 6, and, as a consequence thereof the environment forthe heat exchange wherein the supercooling part 6 is isolated from thecondensation part 4 is maintained, and it is possible thereby to avoidthe effect of the wind that is generated by the travel of the vehiclethereupon, as well as to improve the supercooling performance thereof.

While the condenser for use in the vehicle according to the presentinvention has been described herein with reference to the first throughthe third embodiment, it is to be understood that a particularconfiguration thereof is not limited to the embodiments thus described,and alterations, additions, etc., to the design thereof are to beallowed, provided that any such alterations, additions, etc., to thedesign thereof do not deviate from the concept of the present inventionaccording to the scope of each respective that is claimed herein.

According to the first through the third embodiment, an instance isshown as a condensation part tube 28 wherein an inner fin is installedwithin a tube thereof that comprises a compressed flat elliptical crosssectional shape, such as is shown in FIG. 4. It is to be understood,however, that the cross sectional shape or a structure of thecondensation part tube is not limited to the cross sectional shape orthe structure thereof that is shown in FIG. 4. A treatment such as acondensation part tube 28 a, wherein a bead is embedded within a tubethereof that includes a compressed flat elliptical cross sectionalshape, such as is shown in FIG. 17 A, would also be permissible, as aninstance thereof. A treatment thereof such as a condensation part tube28 b, by way of an extrusion formation that partitions an interior partof the tube thereof into a plurality of a rectangular coolant path,would also be permissible thereupon, such as is shown in FIG. 17 B. Atreatment thereof such as a condensation part tube 28 c, by way of anextrusion formation that partitions an interior part of the tube thereofinto a plurality of rounded coolant paths, would also be permissiblethereupon, such as is shown in FIG. 17 C.

According to the first embodiment, an instance is shown wherein asupercooling part 6 is configured from a plurality of a high pressurepart tube 30 and a supercooling part tube casing 31 that encases theplurality of the high pressure part tube 30 thereof. It would be alsopermissible, however, as an instance thereof, for the supercooling part6 thereof to be configured from a plurality of a high pressure part tube30′, by way of an extrusion formation that partitions an interior partof the tube thereof into a plurality of a rounded coolant path, and asupercooling part tube casing 31 that encases the plurality of the highpressure part tube 30′ thereof, such as is shown in FIG. 18.

According to the second and the third embodiment, an instance is shownwherein a tube configuration of the supercooling part 6 is treated asbeing a dual tube configuration by way of an interior part tube 32 andan exterior part tube 33, such as is shown in FIG. 15. It is to beunderstood, however, that the configuration of the supercooling parttube thereof is not limited to the configuration that is thus shown inFIG. 15. It would also be permissible, as an instance thereof, for thetube configuration of the supercooling part 6 to be configured as asupercooling part tube 34 a, by way of an extrusion formation that formstwo flat compressed coolant paths, a high pressure part coolant path 7and a low pressure part coolant path 8, such as is shown in FIG. 19 A.It would also be permissible for the tube configuration of thesupercooling part 6 to be configured as a supercooling part tube 34 b,by way of a combination of an extrusion formation that forms two flatcompressed coolant paths, a high pressure part coolant path 7 and a lowpressure part coolant path 8, and an inner fin thereupon, such as isshown in FIG. 19 B. It would also be permissible for the tubeconfiguration of the supercooling part 6 to be configured as asupercooling part tube 34 c, by way of an extrusion formation that formstwo flat compressed coolant paths, a rectangular high pressure partcoolant path 7 and a low pressure part coolant path 8, which surroundsan exterior part of the rectangular high pressure part coolant path 7thereof such as is shown in FIG. 19 C. It would also be permissible forthe tube configuration of the supercooling part 6 to be configured as asupercooling part tube 34 d, by way of an extrusion formation that formstwo flat compressed coolant paths, a rounded high pressure part coolantpath 7 and a low pressure part coolant path 8, which surrounds anexterior part of the rounded high pressure part coolant path 7 thereofsuch as is shown in FIG. 19 D. It would also be permissible for the tubeconfiguration of the supercooling part 6 to be configured as asupercooling part tube 34 e, by way of a combination of an extrusionformation tube that forms two flat compressed coolant paths, a highpressure part coolant path 7 and a low pressure part coolant path 8, andan inner fin thereupon, within each respective coolant path, such as isshown in FIG. 19 E. It would also be permissible for the tubeconfiguration of the supercooling part 6 to be configured as asupercooling part tube 34 f by way of a combination of an extrusionformation tube that forms two flat compressed coolant paths, a highpressure part coolant path 7 and a non-contiguous low pressure partcoolant path 8, and an inner fin thereupon, such as is shown in FIG. 19F. It would also be permissible for the tube configuration of thesupercooling part 6 to be configured as a supercooling part tube 34 g,by way of an extrusion formation that forms a high pressure part coolantpath 7 and a low pressure part coolant path 8, by way of a plurality ofa rounded compressed coolant path, such as is shown in FIG. 19 G. Itwould also be permissible for the tube configuration of the supercoolingpart 6 to be configured as a supercooling part tube 34 h, by way of anextrusion formation that forms a high pressure part coolant path 7 byway of a plurality of a rounded compressed coolant path, and a lowpressure part coolant path 8 by way of a plurality of an ellipticalcompressed coolant path, such as is shown in FIG. 19 (H).

With regard to the condenser for use in the vehicle according to thepresent invention as per the description provided herein, a liquidcoolant under a high pressure is discharged from a reservoir tank andcooled within a supercooling part thereof by a coolant under a lowpressure that is discharged thereto from an evaporator of arefrigeration cycle thereof.

Accordingly, when the condenser or use in the vehicle according to thepresent invention is operating a heavy load air cooling thereupon, thetemperature of the coolant at an outflow port of the evaporator thereofis reduced below a temperature of an atmosphere that is externalthereto, and, as a consequence thereof, it is possible to reduce thetemperature of the coolant below the temperature of the atmosphere thatis external thereto, with regard to the supercooling part thereof. Anenthalpy, which is a thermodynamic energy that may be consumed with theevaporator, increases by way of the supercooling effect thus described,and it is possible thereby to improve an air cooling capability and anair cooling efficiency thereof.

A heat exchange is performed with regard to the supercooling partthereof that does not employ a radiator fin thereupon, and thus, it ispossible to perform a heat exchange thereupon that is not affected by awind speed that is generated by a travel of the vehicle thereof unlike asupercooling part that does employ a radiator fin thereupon.

Furthermore, not employing the radiator fin thereupon allows treating asurface area that is required for the supercooling part thereof to besmaller than would be required for the supercooling part that doesemploy the radiator fin thereupon. Put another way, it is possible tomaintain a condensation performance and achieve a greater compactness ofan overall shape of the condenser for use in the vehicle, by treating asurface area that is required for the heat exchange of the condensationpart thereof as identical to the surface area that is required for thesupercooling part thereof. In addition, treating an overall surface areafor the heat exchange thereof as being unchanged causes the surface areafor the heat exchange of the condensation part thereof to be enlarged bya degree that is commensurate with a degree to which the surface areafor the heat exchange of the supercooling part thereof is reduced,thereby facilitating improving the condensation performance thereupon.

As a result thereof, it is possible to achieve an improvement of the aircooling capability or the air cooling efficiency by way of thesupercooling that reduces the temperature of the cooling medium belowthe temperature of the atmosphere that is external thereto, withoutbeing affected thereupon by the speed of the wind that is generated bythe travel of the vehicle thereof, or without causing a decline in thecondensation performance thereof.

1. A condenser for use in a vehicle, comprising, in an integratedmanner: a condensation part configured to cool, by radiating heat from,a coolant at a high temperature and a high pressure that is dischargedthereto from a compressor of a refrigeration cycle, by way of a heatexchange between the coolant at the high temperature and the highpressure and an atmosphere that is external thereto; a reservoir partconfigured to store a coolant that is liquefied by the condensationpart; and a supercooling part configured to cool a high pressure liquidcoolant that is discharged thereto from the reservoir part; wherein: thesupercooling part is configured to cool the high pressure liquid coolantthat is discharged thereto from the reservoir part, by way of a heatexchange, between the high pressure liquid coolant that is dischargedthereto from the reservoir part and a coolant at a low pressure that isdischarged thereto from an evaporator of the refrigeration cycle, whichdoes not employ a radiator fin thereupon.
 2. The condenser for use inthe vehicle according to claim 1, wherein: the supercooling part isconfigured to be set in a flow direction of the coolant from theevaporator, by way of a low pressure part coolant path, as well as in areverse flow direction thereof, with respect to a flow direction of thecoolant from the reservoir part, by way of a high pressure part coolantpath therefrom.
 3. The condenser for use in the vehicle according toclaim 1, further comprising: a first header tank and a second headertank configured to be positioned at either end of the condenser for usein the vehicle, in a left hand and a right hand direction thereofrespectively; a first partitioning plate configured to be installed intothe first header tank, and to divide an interior part of the firstheader tank into a condensed coolant intake tank chamber, a highpressure coolant outflow tank chamber, and a low pressure coolant intaketank chamber; and a second partitioning plate configured to be installedwithin the second header tank, and to divide an interior of the secondheader tank into a condensed coolant outflow tank chamber, a highpressure coolant intake tank chamber, and a low pressure coolant outflowtank chamber; wherein: the supercooling part causes a heat exchange tobe performed between a high pressure part coolant path, which connectsthe high pressure coolant intake tank chamber of the second header tankwith the high pressure coolant outflow tank chamber of the first headertank, and a low pressure part coolant path, which connects the lowpressure coolant intake tank chamber of the first header tank with thelow pressure coolant outflow tank chamber of the second header tank. 4.The condenser for use in the vehicle according to claim 3, wherein: thecondensation part is configured to further comprise: a plurality ofcondensation part tubes configured to connect the condensed coolantintake tank chamber of the first header tank with the condensed coolantoutflow tank chamber of the second header tank; and a radiator finconfigured to be set between adjacent tubes of the plurality ofcondensation part tubes; wherein: the reservoir part is configured to bepositioned in a location that is adjacent in a line with the secondheader tank, the coolant is introduced therein from the condensedcoolant outflow tank chamber of the second header tank thereof, and thecoolant is supplied therefrom to the high pressure coolant intake tankchamber of the second header tank.
 5. The condenser for use in thevehicle according to claim 3, wherein: the supercooling part isconfigured to further comprise: a plurality of high pressure part tubesconfigured to connect the high pressure coolant intake tank chamber ofthe second header tank with the high pressure coolant outflow tankchamber of the first header tank; and a supercooling part tube casingconfigured to connect the low pressure coolant intake tank chamber ofthe first header tank with the low pressure coolant outflow tank chamberof the second header tank; wherein: a path that is formed from each ofthe high pressure part tubes is configured to be treated as a highpressure part coolant path; and a path that is formed from an interiorsurface of the supercooling part tube casing and an exterior surface ofthe high pressure part tube is configured to be treated as a lowpressure part coolant path.
 6. The condenser for use in the vehicleaccording to claim 3, wherein: the supercooling part is configured tofurther comprise a dual tube configuration, the dual tube configurationthereof further comprising: a plurality of interior part tubesconfigured to connect the high pressure coolant intake tank chamber ofthe second header tank with the high pressure coolant outflow tankchamber of the first header tank; and a plurality of exterior part tubesconfigured to connect the low pressure coolant intake tank chamber ofthe first header tank with the low pressure coolant outflow tank chamberof the second header tank; wherein: a path that is formed by way of aninterior surface of each of the interior part tubes is configured to betreated as a high pressure part coolant path; and a path that is formedby way of an interior surface of each of the exterior part tubes and anexterior surface of each of the interior part tubes is configured to betreated as a low pressure part coolant path.
 7. The condenser for use inthe vehicle according to claim 4, wherein: the condensation part isconfigured to dispense with a radiator fin that is set upon a boundarypart between the condensation part and the supercooling part.